Breaking apart a platform upon pending collision

ABSTRACT

A method and system for separating and releasing component parts of a payload of a floating platform in response to a high collision probability is disclosed. The method includes, determining if an in-flight aircraft is within at least a safety zone associated with a floating platform, wherein the floating platform comprises releasably-coupled component parts; and activating, responsive to a determination that the in-flight aircraft is within at least the safety zone, a release mechanism, wherein the release mechanism is configured to uncouple the component parts.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is continuation of U.S. patent application Ser. No.16/237,761, filed on Jan. 2, 2019 (now allowed), which is continuationof U.S. patent application Ser. No. 14/757,425, filed on Dec. 23, 2015(now U.S. Pat. No. 10,207,802) , which claims benefit of priority under35 U.S.C. § 119(e) from U.S. Provisional Patent Application No.62/096,751, filed Dec. 24, 2014, which are incorporated herein byreference in their entireties.

TECHNICAL FIELD

This disclosure generally relates to unmanned platforms (e.g., aballooncraft) operating in the atmosphere, and more particularly, toavoidance of collision of such platforms with another object, e.g., anaircraft.

BACKGROUND ART

Some lighter-than-air (LTA) platforms and devices have traditionallybeen used for gathering weather data in the upper atmosphere andgenerally, have been designed for short duration flights to provide asnapshot of weather data over the flight duration. In general, an LTAplatform includes an unmanned ballooncraft that carries an LTA gasenclosure (e.g., a balloon) and payload components. The payload,typically, provides the data gathering and processing capabilities. Thedurations of flights for LTA platforms including ascents and descentshave been limited by technology, and designs of the LTA gas enclosureswhich need to sustain low pressures in the upper atmosphere. As thetechnology and designs for LTA gas enclosures have improved, the flightdurations have increased significantly. Rates of ascent and/or descentof these LTA platforms can be controlled and so also their altitude.Thus, it is possible to keep an LTA platform at a particular height inthe upper atmosphere over long periods of time-days and even months.

These capabilities for flying and maintaining the flights of LTAplatforms has led to other uses for such platforms including providingsurveillance and/or communications services using one or more of suchLTA platforms held in sustained flights at a desired altitude. Withsustained flights for LTA platforms, however, come possibilities ofcollisions with a powered aircraft that may carry passengers. Suchcollisions can be hazardous and may result, in extreme cases, in loss oflife and valuable property. It is therefore, important to providesystems and methods that can minimize the possibility of hazardouscollision between an LTA platform and a powered aircraft in sharedairspace.

SUMMARY

Among other things, this disclosure provides embodiments of systems andmethods for assuring compliance of lighter-than-air devices carryingpayloads with aviation regulations.

In various embodiments, a method may include determining if an in-flightaircraft is within at least a safety zone associated with a floatingplatform, wherein the floating platform comprises releasably-coupledcomponent parts. Upon determination that the in-flight aircraft iswithin at least the safety zone, the method may further includeactivating a release mechanism. The release mechanism is configured touncouple the component parts.

In an embodiment, at least one of the component parts has a weight ordensity less than a certain value. In an embodiment, the floatingplatform includes a balloon. In one embodiment, the release mechanism isconfigured to uncouple at least one of the component parts by a certaindistance from at least one of the other component parts. In anembodiment, the release mechanism is configured to uncouple a second ofthe component parts after a certain time period following an uncouplingof a first of the component parts.

In an embodiment, determining if the in-flight aircraft is within atleast the safety zone includes processing a probability of a collisionbetween the floating platform and the in-flight aircraft based on acertain threshold value. In an embodiment, the threshold value is basedon a minimum in-flight separation between the floating platform and theaircraft mandated by a regulatory agency. In an embodiment, the methodfurther includes determining the probability of collision between theaircraft and the floating platform. Determining the probability ofcollision may include obtaining a current position and a flight vectorof the floating platform, obtaining a relative position of the aircraftrelative to a current position of the floating platform, and a relativeflight-path vector of the aircraft relative to the flight vector of thefloating platform, and determining the probability of a collisionbetween the aircraft and the floating platform based on the relativeposition of the aircraft and the relative flight-path vector of theaircraft.

In an embodiment, the method may further include determining a closesthorizontal approach distance between the floating platform and theaircraft based on a current position of the floating platform, a flightvector of the floating platform, a relative position of the aircraft,and a relative flight-path vector of the aircraft. A time until closestapproach is then determined based on the relative flight-path vector ofthe aircraft. The method further includes determining altitudedifference between the floating platform and the aircraft based on therelative position and the relative flight-path vector. The releasemechanism is then activated based on if one or more of the closesthorizontal approach distance between the floating platform and theaircraft, the time until closest approach, and the altitude differenceare each within a certain respective range of values.

In an embodiment, the method may further include obtaining a currentposition information of the floating platform, obtaining a currentposition of the aircraft, determining a relative horizontal distance anda relative vertical distance between the floating platform and theaircraft and activating the release mechanism based on whether therelative horizontal distance or the relative vertical distance is lessthan a certain threshold value.

In an embodiment, the floating platform may include a power supply, abattery, a ballast system, an antenna system, an electronic system, aprocessor, a housing, or any combination thereof. In an embodiment, atleast one of the component parts is couple to a recovery system.

In an embodiment, the release mechanism may include at least one of anelectrical connector, a magnetic connector, an electromagneticconnector, a pneumatic connector, and a hydraulic connector, wherein aconnector of the release mechanism is configured to uncouple uponactivation of the release mechanism. In an embodiment, the releasemechanism may include at least one of a solenoid, a motorized drum, aspring loaded blade, a thermal cutter, an electrically releasable glue,a magnetically releasable fastener, and a chemically releasablefastener.

In an embodiment, the component parts are coupled using spring loadedconnectors. In an embodiment, the component parts are coupled using acord configured to be severed upon activation of the release mechanism.In an embodiment, activating the release mechanism may include releasingthe one or more component parts from the floating platform responsive toa determination that the aircraft is within a collision zone associatedwith the floating platform. In an embodiment, activating the releasemechanism may include separating the one or more component parts fromthe platform responsive to a determination that the aircraft is withinthe safety zone associated with the floating platform, whereinseparating the one or more component parts is performed such that theseparated component parts remain attached to the platform by a wire. Inan embodiment the said separating may include sequentially separatingthe one or more component parts from the platform. In an embodiment, therelease mechanism may be configured to be activated remotely from aground-based controller or another floating platform. In one or moreembodiments, a floating platform may include releasably-coupledcomponent parts, and a release mechanism configured to uncouple thecomponent parts upon activation in response to occurrence of apre-determined event. The pre-determined event may include adetermination that an aircraft is at least within a safety zone relativeto the floating platform.

In an embodiment, the pre-determined event may further include one ormore of (i) a command received from a ground station in communicationwith the floating platform, (ii) a mission termination command, and(iii) a determination that the floating platform has entered aprohibited or restricted airspace.

In an embodiment, the floating platform may include at least a secondrelease mechanism configured to uncouple the component parts uponactivation in response to occurrence of the pre-determined event in theevent that the release mechanism fails to activate.

In an embodiment, a system may include a floating platform includingreleasably-coupled component parts, a release mechanism configured touncouple, upon activation, at least one of the component parts, and acontroller. The controller is configured to activate the releasemechanism in response to occurrence of a pre-determined event. Thepredetermined event may include a determination that an aircraft is atleast within a safety zone relative to the floating platform.

In an embodiment, a computer-readable medium is disclosed. Thecomputer-readable medium may include a computer-readable code physicallyembodied thereon. The computer-readable code, when executed by aprocessor causes the processor to determine if an in-flight aircraft iswithin at least a safety zone associated with a the floating platform,wherein the floating platform comprises releasably-coupled componentparts; and responsive to a determination that the in-flight aircraft iswithin at least the safety zone, activate a release mechanism. Therelease mechanism is configured to uncouple the component parts.

BRIEF DISCUSSION OF THE DRAWINGS

In the present disclosure, reference is made to the accompanyingdrawings, which form a part hereof. In the drawings, similar symbolstypically identify similar components, unless context dictatesotherwise. Various embodiments described in the detailed description,drawings, and claims are illustrative and not meant to be limiting.Other embodiments may be used, and other changes may be made, withoutdeparting from the spirit or scope of the subject matter presentedherein. It will be understood that the aspects of the presentdisclosure, as generally described herein, and illustrated in theFigures, can be arranged, substituted, combined, separated, and designedin a wide variety of different configurations, all of which arecontemplated herein.

FIG. 1 shows a schematic side elevation view of a floating platformaccording to an embodiment of the present disclosure.

FIG. 2A depicts a payload box associated with a floating platformaccording to an embodiment of the present disclosure.

FIG. 2B depicts a schematic block diagram of the hardware containedwithin a payload box associated with a floating platform, according toan embodiment of the present disclosure.

FIG. 3A depicts a schematic of a floating platform withreleasably-coupled component parts, according to an embodiment of thepresent disclosure.

FIG. 3B depicts a schematic of various releasably-coupled componentparts according to an embodiment of the present disclosure.

FIG. 4 depicts a flow diagram for method of breaking-up a floatingplatform for avoiding collision with an in-flight aircraft, according toan embodiment of the present disclosure.

FIG. 5A depicts a lateral view of safety and collision zones associatedwith the floating platform according to an embodiment of the presentdisclosure.

FIG. 5B depicts a top view of safety and collision zones associated withthe floating platform according to an embodiment of the presentdisclosure.

FIG. 6A depicts a schematic of a scenario where all of the componentparts released from the floating platform according to an embodiment ofthe present disclosure.

FIG. 6B depicts a schematic of a scenario where only a portion of thecomponent parts released from the floating platform according to anembodiment of the present disclosure.

FIG. 7 depicts a flow diagram of a method for determining if a collisionbetween the floating platform and an aircraft is imminent.

FIG. 8 depicts a method of making floating platform flight terminationdecisions by a processor according to an embodiment of the presentdisclosure.

FIG. 9 depicts a schematic of a floating platform in communication witha ground station and/or other floating platforms according to anembodiment of the present disclosure.

DETAILED DESCRIPTION

Before the present methods and systems are described, it is to beunderstood that this disclosure is not limited to the particularprocesses, methods and devices described herein, as these may vary. Itis also to be understood that the terminology used herein is for thepurpose of describing the particular versions or embodiments only, andis not intended to limit the scope of the present disclosure which willbe limited only by the appended claims. Unless otherwise defined, alltechnical and scientific terms used herein have the same meanings ascommonly understood by one of ordinary skill in the art.

It must also be noted that as used herein and in the appended claims,the singular forms “a”, “an”, and “the” include plural reference unlessthe context clearly dictates otherwise. Thus, for example, reference toa “balloon” is a reference to one or more balloons and equivalentsthereof known to those skilled in the art, and so forth. Nothing in thisdisclosure is to be construed as an admission that the embodimentsdescribed in this disclosure are not entitled to antedate suchdisclosure by virtue of prior invention. As used in this document, theterm “comprising” means “including, but not limited to.”

A “floating platform” as used herein refers to a platform configured tofloat in earth's atmosphere. It is to be noted that in variousembodiments described herein, the phrase “floating platform” refers toplatform, and that in a given embodiment, the platform may be floatingin the earth's atmosphere, ascending through the earth's atmosphere, ordescending through the earth's atmosphere. A “free-floating platform” asused herein refers to a floating platform without substantial controlover longitudinal or latitudinal movement. A floating platform, invarious embodiments, may include, without limitation, an aircraft with apayload, partial lift platforms (with or without propulsion), poweredlighter-than-air devices (with or without propulsion), and so forth.

As used herein, the term “aircraft” includes, without limitation, avehicle capable of aerodynamic flight such as, for example, powered andunpowered crafts, air planes, helicopters, gliders, and the like;lighter-than-air devices; thrust-only vehicles such as, for example,hovercrafts, vertical take-off and landing aircrafts, and the like;ballistic trajectory vehicles such as, for example, rockets, missiles,dropped items, and the like; and/or any combination thereof.

As used herein, the term “lighter-than-air device” (LTA device) refersto a device that has an average density less than that of air at thesea-level. Therefore, buoyant forces pushing an LTA device up aregreater than or equal to its gravitational pull. An LTA device without apayload, therefore, rises if allowed to freely float. Examples of LTAdevices include, but are not limited to, balloons, ballooncrafts,blimps, aerostats, zeppelins, airships, dirigibles, jimspheres, hot airballoons, sounding balloons, free drifting balloons, meteorologicalballoons, etc.

As used herein, the term “payload” refers to a part of the floatingplatform and includes, without limitation, various electronic,mechanical and electromechanical components, a structural frame orenclosure for the various components, a release mechanism for releasingthe components or the entire payload from the platform, and the like. Invarious embodiments, portions and components of the payload may belocated in separate parts of the platform (e.g., at the bottom of the ontop of the aircraft, on or inside a lifting gas envelope of a balloon,etc.).

As used herein, “float location” of a floating platform refers to thelocation with respect to earth's surface (e.g., latitude and longitudecoordinates, and such) at which the floating platform is floating in theearth's atmosphere. “Float altitude” refers to the height with respectto sea level, at which the floating platform is floating.

“Rise rate,” interchangeably used with the term “ascent rate” of thefloating platform refers to the rate at which the floating platformrises in the earth's atmosphere. Ascent rate is typically measured infeet/minute or meters/minute. Likewise, “descent rate” refers to therate at which the floating platform descends through the earth'satmosphere towards the earth's surface.

A “recovery system” as used herein, refers to components of the platformthat may be activated during recovery of one or more portions orcomponents of the payload. Examples of recovery system may include, butnot limited to, parachutes, streamers, drag creating devices, gliders,steerable parachutes, flying wing(s), powered and unpowered aircrafts,and the like, or any combination thereof.

As used herein, a processor refers to a machine for data processing. Forexample, the processor could be a microprocessor chip.

Unmanned lighter-than-air ballooncraft have been used for many years toperform tasks such as near space research and meteorologicalmeasurements. Such ballooncraft have even carried payloads withinstrumentation that sometimes includes radio transmission capabilities.

FIG. 1 shows a schematic side elevation view of a lighter-than-airplatform 12 in an embodiment in which the low-density gas enclosure 70may be an extensible balloon 70. An extensible balloon filled withhydrogen, helium, natural gas, or another suitable low density gas ormixture adequately provides lift for the free-floating platform. Theextensible balloon is released with a diameter of about six feet andexpands to about thirty two feet across at about 100,000 feet altitude.It will be noted that other lighter-than-air enclosures, such as blimps,aerostats, zeppelins, airships, dirigibles, weather balloons,jimspheres, hot air balloons, sounding balloons or meteorologicalballoons might also be used in place of the proposed extensible balloon70. It is expected that a total platform weight, including the payloadbox 300, altitude control vent mechanism 72, meteorological package 82,antennae 76 and meteorological cable connection 84, may be in excess ofabout 15 lbs. In some embodiments, the cable 84 may be a fiber opticcable having a suitable length (e.g. about 25 meters) so that themeteorological data collection package 82 can be sufficiently distancedfrom the balloon 70 to reduce the effect of turbulence caused by theballoon on the meteorological data sensed by the meteorological package82. The fiber optic cable 84 may be used to transmit the meteorologicaldata from meteorological package 82 to the communications unit 74.Advantageously, the use fiber optic cable prevents arcing which mayoccur in a metal wire due to the high electric field potential whenpassing through thunderclouds. Alternatively, 82 may be a ballastcontainer in which ballast may be released as required.

There are numerous types of low-density gas enclosure devices that mightbe considered useful for the devices and systems described herein. Amongthe potentially preferred types of balloons are rubber pressureballoons, zero pressure balloons, internal air bladder balloons,adjustable volume balloons and super pressure balloons. Each type ofthese balloons has different advantages and disadvantages and, forpurposes of presently disclosed embodiments, any of the various types ofballoons may be potentially used depending on factors such as desiredduration of flight, total platform weight, and so forth.

In some embodiments, rubber pressure balloons may have a stretchablerubber membrane containing the lifting gas that allows the balloon toincrease in size with decreasing external air pressure as the balloonrises. This is the most common type of weather balloon. Primaryadvantages of such balloons include low cost and common accessibility.These balloons are somewhat fragile and they have delicate handlingrequirements and also low extended reliability. Further, the use of suchballoons requires venting of the lifting gas to prevent bursting uponreaching desired altitudes.

In some embodiments, zero pressure balloons may include an initiallyloose bag, usually made from a plastic such as polyethylene or Mylar. Asthe external air pressure decreases, the bag increases in volume. Insuch balloons, once the bag reaches its whole volume, gas must be ventedto prevent to the balloon from bursting since the bag material does notstretch. Although this type of balloon may be more reliable than therubber balloons over longer durations, and provide less diffusion of thelifting gas, such balloons are currently between about four to ten timesmore expensive. Thus, although the rubber balloon might be morepreferred for purposes of low-cost platforms, the zero-pressure balloonalso provides a useful enclosure for lifting the platform up and hascertain advantages over the rubber pressure balloons.

In various embodiments, internal air bladder balloons may include aflexible balloon containing air enclosed in a fixed volume ballooncontain a lifting gas. Air is pumped into the inner-flexible balloon,which compresses the lifting gas trapped in the fixed volume balloon,thereby decreasing the overall lift. Air is let out of theinner-flexible balloon to increase lift. Typically, blimps adjust liftusing this principle. This type of balloon has certain advantages asthere is no lift gas lost when reducing lift and it is potentially morereliable than rubber balloons. Such internal bladder balloons, however,are more costly due to extra balloon, pump and extra required power foroperating the altitude control mechanism.

In some embodiments, adjustable volume balloons may include a fixedvolume containing the lifting gas and a mechanical way of reducing thevolume of the balloon. By decreasing the volume, the lifting gas iscompressed, thereby decreasing the lift. The volume may be reduced anynumber of ways, including an adjustable line inside the balloon from thetop of the balloon volume decreases. This has less diffusion of thelifting gas, theoretically, lifting gas is not lost when reducing liftand it may be more reliable than rubber balloons. Adjustable volumeballoons, however, are significantly more costly due to the mechanicalvolume reducing mechanism and further, may require extra power foroperation of such a mechanical volume-reducing mechanism.

In some embodiments, super pressure balloons may have a fixed volume.They are called super pressure balloons because they do not expand tomatch the decreasing exterior pressure. They are built strong enough tohold the increased pressure. Super pressure balloons can achieveextremely long float lies because they do not need to vent gas toprevent bursting and they typically have very low membrane gasdiffusion. These types of balloons have the highest cost. They, however,are one of the most reliable balloons, with little loss of lifting gas.These balloons may have an internal air bladder as well.

In various embodiments, the payload may include, without limitation,communication electronics such as one or more antennas and routers; oneor more processors; one or more batteries; one or more power supplies;an on-board data storage such as a memory; one or more photovoltaiccells or panels; radar system(s); a positioning system such as a globalpositioning system and/or a star-tracking system; motion sensors such asaccelerometers, magnetometers, gyroscopes, etc.; optical systems such aslights, video and/or still cameras; environmental sensors for measuringparameters such as pressure, humidity, temperature, altitude, and/orwind-speed; an altitude control system; a launch and/or recovery windowprediction system; a payload splitting system; and the like.

Embodiment in FIG. 2 depicts a payload box and FIG. 2A depicts aschematic block diagram of the hardware contained within a payload boxand placed on or interconnected with circuit board. A processor 430receives electrical signal input and provides electrical signal output,interacting with a plurality of components for both controlling theflotation altitude, temperature, balloon destruction, ballast drop,release of various payload components, etc. of the platform, and alsofor receiving, processing and transmitting communication signalsreceived and transmitted to and from ground stations, personalcommunication devices or other information communications. Block 432represents either batteries 308 or fuel cell 400. Block 434 representsthe on/off switch 328 to activate providing power to a power supplyregulation circuit 436 with output available power 438. For clarity,individual power connections to various operational and control deviceshave not been shown in all instances. Power is provided to the supplyvoltage sensor at block 440 and current supply sensor block 442, whichprovide information to an analog to digital (A2D) converter 444. The A2Dconverter may variously receive information from the payload and batteryfuel cell temperature gauge at block 446, both gas and ambient airtemperature readings at block 448 and gas pressure at block 450.Additional analog informational signals are generally represented byblock 452. Digitally converted information may be variously provided toand received from flash memory at block 454 and random access memory(RAM) at block 456. From A2D converter 444 and also from the flashmemory 454 and from RAM memory 456, the processor has access to all thevarious input control data. During the ascent of the LTA device, themeteorological package represented by block 458 receives appropriateweather information including ambient temperature at 460, ambientpressure at 462 and ambient humidity at 464. The antenna stabilization316 represented by block 496 may rely upon the attitude sensorinformation that is part of the LTA device control system at 466 tostabilize the antenna 76. Information sensed or gathered by themeteorological package 458 is transmitted. For example, the infraredtransceiver 468 through a fiber optic cable at block 470 correspondingto physical fiberoptic cable 84 and a processor infrared transceiver 472by which serial meteorological data is transferred to the processor 430for appropriate transmission to ground terminals during the ascent ofthe LTA device with the meteorological package 458 attached. A GPSantennae block 474, corresponding to physical GPS antennae 390,communicates through a GPS receiver 476, indicated as a serial port andfurther synchronized with a GPS clock or seconds tick at block 478.Thus, the position at particular times is provided to the processor.This positioning information is coordinated with the othermeteorological input for determining wind speeds steering any part ofthe ascent, thereby corresponding those wind speeds to particularaltitudes and geographical locations during the ascent.

Communications may be controlled by processor 430, using e.g., a 900 MHZtransceiver and modem 480. Gateway transceiver and modem 482. Signals toand from co-linear array antennae 484 may be interfaced through adiplexer 486. Control information received at co-linear array antennae484 may, therefore, be transferred through the diplexer and one of theappropriate frequency transceivers to the processor 430 with inputinformation from ground signals and also from the onboard sensors asprovided through A2D converter 444, the GPS position information from476, the GPS time information 478 and the attitude sensor information466. Various functions of the floating platform can, thus, becontrolled, including the gas vent at block 488 corresponding to the gasvent actuator 370. The ballast drop is controlled at block 490corresponding to the physical ballast drop actuator 372. Themeteorological package drop is controlled at block 492 corresponding tothe package drop actuator 374. The balloon destruct control is depictedat block 494 corresponding to the destruct actuator 376. Antennaestabilization may be affected according to controls at block 496corresponding to the antennae stabilization mechanism 316. Payloadtemperature controls, both heating and cooling, may be controlled atblock 498 corresponding to heaters and coolers 364. Additional functionsas may be additionally included, are provided with controls at block500.

In some embodiments, the floating platform may form a part of acommunication system. In an embodiment, a communications system mayinclude a plurality of lighter-than-air platforms comprising at least afirst platform and a second platform. The first and the second platformseach may include a communication signal transceiver configured towirelessly communicate with a communication device on the ground orbetween platforms, and an altitude control mechanism. The first and thesecond platforms may be to be operational in an altitude range of about60,000 feet to about 140,000 feet. In operation, the altitude controlmechanism controls an altitude of the respective platform within thealtitude range, and the first and second platforms substantially driftalong with wind currents. In some embodiments, the communication systemmay further include a plurality of communication devices within acontiguous geographic area. The plurality of communication devices maybe configured to communicate with the plurality of lighter-than-airplatforms.

In some embodiments, the first platform or the second platform isconfigured to operate without longitudinal position control. In someembodiments, the first platform or the second platform is configured tooperate with latitudinal position control.

In some embodiments, the altitude control mechanism includes quantity ofcontained gas having a density less than the density of air within thealtitude range and a controllable vent by which a portion of thequantity of contained gas can be released to reduce the buoyancy of theplatform. In other embodiments, the altitude control mechanism includesa quantity of high density matter carried onboard the platform and arelease device by which a portion of the high density matter can bereleased to increase buoyancy of the platform.

In an embodiment, responsive to the first platform becoming out ofcommunication range of the communication device, a communication linkbetween the first platform and the communication device is handed-off tothe second platform.

In an embodiment, a communication system may comprise a plurality oflighter-than-air platforms including at least a first platform and asecond platform. The first and the second platforms may each include aballoon and a communications signal transceiver configured to wirelesslycommunicate with a communication device on the ground. The first and thesecond platforms are to be operational in an altitude range of about60,000 feet to about 140,000 feet. In operation, the first and secondplatforms substantially drift along with wind currents, and responsiveto the first platform becoming out of communication range of thecommunication device, a communication link between the first platformand the communication device is handed-off to the second platform.

In an embodiment, a floating platform may include a balloon, acommunication signal transceiver configured to wirelessly communicate atleast with a communication device on the ground, and an altitude controlmechanism. The platform is to be operations in an altitude range ofabout 60,000 feet to about 140,000 feet, and the altitude controlmechanism is configured to control an altitude of the platform withinthe altitude range. In operation, the platform substantially driftsalong with wind currents.

It will be apparent to one skilled in the art that depending on thepurpose of the floating platform, the payload can be fairly heavy.Various geographical and jurisdictional regulatory agencies such as, forexample, the Federal Aviation Administration (FAA) (in the US) may limitthe weight of ballooncraft payload unless strict reporting, launching,location reporting, and lighting guidelines are followed. The FAAlimitations may be found in the FAA CFR Title 14, Part 101. Under theselimitations, launches for payloads in excess of 6 lbs are not allowedthrough broken cloud layers, and aircraft transponders must be carried.These restrictions would not allow for launches through all weatherconditions as would be required for robust and time-sensitive missions.The transponder and lighting requirements may take up over half theweight requirement, leaving little room for the mission payload weight.Other countries and jurisdictions may have similar restrictions.

The Federal Communications Commission (FCC) prohibits uncontrolledtransmitters as they may cause interference to users on the samefrequency or others on nearby frequencies. Further, FCC spectrumlicenses generally prohibit a US licensed transmitter from transmittingwhen it leaves the border of the US.

It has been found that most lighter-than-air platforms that maintainaltitude must drop ballast in order to maintain altitude as lifting gasis lost through the balloon membrane and as the heating effect of thesun is lost as night approaches. The Federal Aviation Administration(FAA) regulations Section 101.7 states that unmanned ballooncraft areprohibited from dropping objects or operation such that a hazard mayoccur.

Sec. 101.7 Hazardous Operations.

(a) No person may operate any moored balloon, kite, unmanned rocket, orunmanned free balloon in a manner that creates a hazard to otherpersons, or their property.

(b) No person operating any moored balloon, kite, unmanned rocket, orunmanned free balloon may allow an object to be dropped there from, ifsuch action creates a hazard to other persons or their property.

(Sec. 6(c), Department of Transportation Act (49 U.S.C. 1655(c)))

[Doc. No. 12800, Amdt. 101-4, 39 FR 22252, Jun. 21, 1974]

A major factor influencing the size and cost of a floating platform isthe weight of the payload. For small ballooncraft such as weatherballoons, they may become exempt from certain FAA reporting, lighting,and launching requirements if the total payload weight is kept below 6lbs and a density of 3 ounces or less per square inch of the smallestside. Sec. 101.1 (4) Applicability.

This part prescribes rules governing the operation in the United States,of the following:

(4) Except as provided for in Sec. 101.7, any unmanned free balloonthat—[0071] (i) Carries a payload package that weighs more than fourpounds and has a weight/size ratio of more than three ounces per squareinch on any surface of the package, determined by dividing the totalweight in ounces of the payload package by the area in square inches ofits smallest surface;

(ii) Carries a payload package that weighs more than six pounds;

[Doc. No. 1580, 28 FR 6721, Jun. 29, 1963, as amended by Amdt. 101-1, 29FR 46, January 3,

1964; Amdt. 101-3, 35 FR 8213, May 26, 1970]

Presently, the problem described is solved by (a) limiting payloadweight and density to be exempt from FAR 10, which significantly limitsthe payload weight and density; (b) meeting the requirements of FAR 101,which is expensive, requires reporting of each flight, a transponder andpower supply, has lighting requirements, limits the launches to daytime,and other restrictions that would severely impact operations; or (c)applying for a waiver, which have generally only been granted forspecific flights, and not large groups of flights.

All commercial aircraft, all instrument flight rules (IFR) aircraft, allaircraft operating in Class B or C airspace, and all aircraft operatingabove 18,000 feet are required to carry an aviation transponder. Everytime a transponder-equipped aircraft is “painted” by FAA radar, thetransponder transmits its current altitude and identification code. Thisallows the radar to determine not only the aircraft's position, but alsothe aircraft altitude and identification.

Disclosed herein are methods, systems and devices separating and/orreleasing one or more component parts of a payload carried by or locatedon or in a floating platform upon determination of an aircraft enteringa zone or zones around the floating platform, or an imminent collisionwith an aircraft or upon descent or nearing the ground.

One type of conventionally available collision avoidance device foraircraft decodes the return messages of other aircraft in the area andcalculates and displays their distance and altitude to the pilot. Such adevice is called a transponder decoder. In recent times, transponderdecoder devices have become relatively small and commercially available.In an embodiment, a transponder decoder such as, for example, the ZaonPCAS MRX collision avoidance device is included with the payload of thefloating platform.

In an embodiment, as shown in FIG. 3, a floating platform 100 mayinclude, a balloon 105, and in addition to the above mentionedcomponents, a transponder decoder, logic circuits, release mechanismsand appropriate power supplies. These and other components may be housedin or on a payload box or an enclosure 110. Several of the payloadcomponents can be grouped together to form two or more separablecomponents 111, 112, 113, 114, and 115 while assuring proper weightand/or density distribution for the payload. The exact placement andconnections between the units can be determined by a person with skillin the art in order to assure proper weight and/or density distributionfor the payload and antenna placement for the transponder.

The various components may be distributed such that each of thecomponents has a weight and/or density less than a threshold. Thethreshold weight or density may be determined based on, for example,regulatory requirements of various agencies or jurisdictions, or othersimilar factors. In some embodiments, the payload may be distributedsuch that each of the components has a certain density profile. In someembodiments, the payload may be distributed such that each of thecomponents has a volume or a volume profile (i.e., area) no greater thana threshold. In some embodiments, each of the components may have apre-defined limitation on its composition (e.g., each component may nothave more than 10 g of lead, or each component may not have more than400 g of metal, etc.). In some embodiments, the payload may bedistributed by function such that a particular component part performs apre-defined function (e.g., a power-supply component, a transmissioncomponent, an altitude control component, etc.). Alternatively, in someembodiments, each of the components may be designed to beself-sufficient (e.g., each component has its own power supply andtransceiver) such that the payload may continue to at least partiallyfunction despite jettisoning of one of the components. In someembodiments each of the components may be designed to have a particularshape (e.g., streamlined for descent, designed to increase drag,designed to have no hard edges or points to reduce damage on impact,etc.). One of skill in the art will appreciate that this configurationis merely an example, and not meant to be limiting. Other configurationswill be readily apparent to one of skill in the art, and will depend onfactors such as, for example, mission criticality of various components,and weight and/or density of various components.

In various embodiments, release mechanisms 121, 122, 123, and 124,depicted in FIG. 3A, may function to release one or more components fromthe payload such that the released component(s) descend/s under gravity,in some cases, on a recovery system (not explicitly shown).Additionally, or alternatively, the release mechanism(s) may function toseparate one or more components from the payload without releasing themsuch that the separated components release from the payload, but remainattached to the platform via one or more lines or other provisions. Theemployed release mechanism(s) may be selected from established or newmethods of separating two or more objects from each other. Releasemechanisms may include, for example:

(1) Various components may be spring loaded with pull apart electrical,pneumatic, or hydraulic connectors between the components as needed. Asolenoid may be configured to act as a release mechanism allowing thesprings to push the components away from each other. Each component maythen be configured to descend under gravity on its own recovery system(e.g. parachute or maple-leaf recovery system);

(2) Various components may be held together with a cord that lacesthrough each component. A cord cutter (e.g., thermal cutter, springloaded blade, magnetic release, electrically releasable glue, chemicallyreleasable glue, etc.) may be configured to cut the cord, allowingindividual components to separate and come down under gravity using acontrolled recovery system. The components may also be spring loaded inorder to overcome friction of electrical or mechanical connectorsbetween the components;

(3) Various components may be held together with a cord that lacesthrough each component. When the balloon is released from the payloadcomponents, the same release mechanism that releases the balloon may beconfigured to release the cord that holds the components together;

(4) Various components may be glued together (or to the payload, orplatform). The glue may be electrically, or chemically releasable;

(5) Various components may be held together with a cord rolled on amotorized drum. When the motor is activated, various components may bereleased together or sequentially;

(6) Multiple cords may be laced through a combination of components(e.g., one cord from communications related components, one cord fromweather sensing related components, one cord from altitude controlmechanisms, etc.). Each of the cords may have a separate releasemechanism similar to any one of the mechanisms described herein;

(7) Entire payload or groups of components may be release whileconnected together. The released payload may have an aerodynamic shapethat causes spinning as it falls under gravity. While the payload isspinning, components are released and centrifugal forces flingcomponents outward.

In various embodiments, one or more components of the payload may bereleased or separated at the same time, sequentially, or individually.In some embodiments, all of the components of the payload may bereleased at the same time. In such embodiments, payload may bedistributed into a large number of small, low-weight, low-densitycomponents. Since the released components will, typically, behorizontally spaced apart as they descend, such a release mechanism,however, carries a risk of one another aircraft hit multiple componentsas the fall as the aircraft movement is essentially horizontally. On theother hand, if an aircraft is at the same altitude or immediately belowthe platform, such a release mechanism may push the componentssufficiently apart to completely avoid the aircraft.

In some embodiments, various components may be released or separatedsequentially. Such embodiments allow vertical spacing between componentsas they fall under gravity. Such embodiments may also allow forcontrolled separation of multiple components on the same wire, wherebythe separated components remain attached to the platform.Advantageously, since the components are on a single wire, tangling ofwire, and components (and in case of release of components with recoverysystems) may be prevented. In an example embodiment, components are tiedto each other with separate strings. Each of the strings is spooled on asingle spool. Upon activation, the spool releases the components one ata time.

In some embodiments, various components may be released or separatedindividually. For example, a payload may include multiple batteries,each of which can be separately released or separated as missiondictates. In addition, each battery or battery may be released afterit's useful life is reached. In an example embodiment, each componenthas a separate string with its own release mechanism (e.g., a thermalcutter). In another example embodiment, each component is separatelyglued to the platform using, for example, an electrically releasableglue with individual circuits to release the glue for each component. Ineither of the example embodiments, the separated components may beultimately tied to the platform via one or more lines, whereby thecomponents remain attached to the platform. Alternately, the separatedcomponents may be released from the platform, whereby the components(e.g., ballast weight) descend back to earth under gravity with the helpof a recovery system.

Each of the separation and/or release sequences has its advantages anddisadvantages, and the choice of a particular release/separationsequence may depend on factors such as, for example, distance of theplatform from other aircraft(s), probability of released/separatedcomponents colliding with another aircraft, criticality of componentswith respect to functioning of the platform, need for continuedfunctioning of the platform despite release/separation, complexity andcost of the particular release mechanism, geolocation of the platform atthe time of release (e.g., if the platform is over a restricted airspace, or critical infrastructure), weight and/or density distributionof the components to be released, and so forth. In some embodiment,there may be one or more redundant release mechanisms present on thefloating platform. Redundancy may, in some instance, be mandated by aregulating agency.

In various embodiments, a component may remain connected to the payloador other components after separation via one or more lines. The one ormore lines may include strings, wires, fiber optic cables, tubing, etc.Lines may carry power, data, gases, rotary motion, vibration, etc. toallow continued full or partial operation of the component or componentsconnected to the line. In various embodiments, one or more of the linesmay contain dereelers or rubber components to reduce the shock upon fullextension of the line/s. In various embodiments, line length andstrength may be set greater than a threshold, and/or to meet a regulatorrequirement.

In various embodiments, one or more connectors may connect lines tocomponents or to other lines. Such connectors may be adapted to transmitfluids, pressure, data, electrical power, light (e.g., connector foroptic fiber cables), heat, rotary motion, etc. In some embodiments,connectors may slide apart, have a pre-set pull-apart resistance, have aspring contact, or may be magnetically coupled. Other connectors arecontemplated.

FIG. 4 depicts a flow diagram for method of breaking-up a floatingplatform for avoiding collision with an in-flight aircraft, according toan embodiment disclosed herein. The method includes: at block P401,determining if an in-flight aircraft is within at least a safety zoneassociated with a floating platform, wherein the floating platformcomprises releasably-coupled component parts. In response to adetermination that the in-flight aircraft is within at least the safetyzone, at block P403 activating a release mechanism. The releasemechanism is configured to uncouple the component parts.

The component parts may be distributed such that weight, density orother physical attributes of each of the component parts is less than acertain value. Physical attributes of the component parts may include,without limitation, weight of the part, density of the part, densityprofile of the part, composition of the part, volume of the part, volumeprofile of the part, shape of the part, and/or any combination thereof.Density profile indicates the distribution of density across thecomponent part.

Examples of Various Distribution

As used herein, the term “near-collision” refers to a situation where acollision is not imminent, but increased safety precautions that do notnecessarily terminate the mission of the platform are required. FIG. 5Adepicts a lateral view of the space surrounding the floating platformaccording to an embodiment of the present disclosure. The spacesurrounding floating platform 100 may be classified into three zones:(i) collision zone 420; (ii) safety zone 410; and (iii) safe zone (allspace outside of safety zone 410). Zones may be set based on physicaldistances (e.g., collision zone 420 extends 1 mile laterally around and1000 feet above and below the platform); time to closest aircraftapproach (e.g., collision zone 420 extends a distance X in alldirections around the platform where X is calculated as a distancetravelled by an aircraft toward the platform in a given amount of time,e.g., 2 minutes); aircraft closure rate; other variables, or acombination of variables. In various embodiments, zones may be changedbased on the operating environment. Factors such as, time of the day(daytime versus night time), visual conditions (e.g., foggy, cloudy, orotherwise limited visibility conditions); airspace type (e.g., no-flyzones or otherwise restricted airspaces); population density at thegeolocation of the platform, etc.

Collision zone 420 may be defined as a space surrounding the floatingplatform defining a volume of unacceptably high risk of a collision(e.g., a probability greater than 60%) between the floating platform(and/or components of the platform if they were to be released) and theaircraft. In an embodiment, as illustrated in FIG. 6A, an aircraft inthe collision zone may cause a separation or release of all components111, 112, 113, 114 and 115 carried by floating platform 100. Asillustrated in FIG. 5A, the collision zone 420 may exclude a volume ofspace 425 directly below the platform such that release of components,while an aircraft is directly below and close to the platform, isprevented. The excluded volume is more clearly illustrated in FIG. 5Bwhich depicts a top view of the space surrounding floating platform 100.

Safety zone 410 may be defined as a volume of airspace surrounding thecollision zone defining an area where collision is not imminent, butincreased safety precautions are required. Typically, actions taken whenan aircraft makes an incursion in the safety zone may allow full orpartial continuation of the platform's mission. For example, an aircraftin a safety zone may cause separation of some or all components of thepayload without releasing the components from the platform asillustrated in FIG. 6B. Alternatively, some of the components (e.g.,ballast weight, discharged batteries, etc.) may be released. In variousembodiments, additional zones may be included for additional levels ofsafety. As referred to herein, a situation where an aircraft is in thesafety zone may be referred to as a near-collision.

FIG. 7 depicts a flow diagram of a method for determining if a collisionbetween the floating platform and an aircraft is imminent. At blockP722, the location (position) and altitude of the floating platform isdetermined. At block P724, the position, altitude and heading of theaircraft are determined. At block P726, a probability of collisionbetween the floating platform and the aircraft is calculated. Thecalculated probability, in some embodiments, is compared, at block P728,to a threshold to determine if a collision is imminent.

In some embodiments, the transponder decoder and/or other logic circuitsare configured to monitor signals for an approaching aircraft, calculatethe rate of approach of the aircraft and determine if the altitude ofthe aircraft will coincide with the floating platform. A probability ofan imminent collision or a near collision is calculated using thesesignals.

In some embodiments, the aircraft position may be determined by one ormore sensors on the floating platform. For example, the floatingplatform may include a passive collision avoidance system (PCAS) thatreceives data from aircraft transponders. Other examples may include,without limitation, optical detectors or cameras, laser range finders,LIDAR, acoustic sensors, thermal sensors, thermal cameras, RADAR,ADSB-in (automatic dependent surveillance broadcast receiver), and thelike or any combination thereof. In some embodiments, the floatingplatform may receive information about aircrafts from the ground, e.g.,via a ground-station or a ground-based controller. The information fromthe ground may include, for example, RADAR information, TCAS (TrafficCollision Avoidance System), flight control information (such as FlightAware), flight plans, etc. In some embodiments, the floating platformmay receive information about aircrafts from other floating platforms.For example, once one floating platform receives information about anaircraft using any of the aforementioned means, that floating platformmay broadcast the information to other floating platforms in the area.

In an embodiment, if the probability of an imminent collision or a nearcollision exceeds a threshold, the release mechanism is activated suchthat the various groups of component parts are separated and releasedfrom the floating platform. For example, if the total payload weight isabout 15 pounds, it can be divided in 3 parts—one with batteries,weighing 6 pounds, one with the altitude control system (e.g., a ballastsystem), weighing 5 pounds, and one with the antenna, electronics andrest of the payload, weighing 4 pounds. Other distributions arecontemplated.

In an embodiment, the released components return to earth on parachutesor a similar recovery system. In another embodiment, some or all of thereleased components may be equipped with a homing beacon that broadcastsits position, e.g., using GPS coordinates so that the parts can berecovered.

In addition to the logic circuit monitoring the position and heading ofthe aircraft, in some embodiments, the position and heading of thefloating platform may also be determined for improved accuracy. In anembodiment, flight path vector of the floating platform can be obtainedusing the rate of ascent or descent, float altitude, float location, andwind speeds and directions at the location of the floating platform.Based on wind speeds at various altitudes around that location, andbased on the rate of ascent of the floating platform (which is dependenton the type and volume of gas within the enclosure of the floatingplatform), one can predict the location and altitude of the floatingplatform at a future time. The location and altitude of the floatingplatform as a function of time can, then, be expressed as a flight-pathvector of the floating platform.

In some embodiments, only information relating to the current positionof the aircraft may be available via the transponder decoder and/orother logic circuits. In such embodiments, determining the probabilityof collision or near-collision may be based on a current locationmethod. Aircraft relative horizontal distance from platform (ARHDP) isdetermined by subtracting the platform position from the aircraftposition. Likewise, aircraft relative altitude from platform (ARADP) isdetermined by subtracting the platform altitude from aircraft altitude.If the ARHDP and ARADP place the aircraft in the collision zone or thesafety zone, the release mechanism may be activated.

In some embodiments, information relating to the aircraft flight vectormay be available via the transponder decoder and/or other logiccircuits. In such embodiments, several approaches may be used todetermine the probability of collision or near-collision. In one method,the relative position of the aircraft relative to the platform isdetermined based on current positions of the aircraft and the platform.Additionally, relative flight vector of the aircraft relative to theplatform is determined, e.g., by subtracting platform vector fromaircraft vector. Based on the relative position and the relative flightvector, closest horizontal approach distance (CHAD), altitude differenceat this distance (AItD), and time until closest approach (TCA) aredetermined. In another method, sequential relative distances andrelative altitude are used to determine rate of closure between theaircraft and the platform, TCA, CHAD, and AItD. If CHAD and AItD place aprobably position of the aircraft in the collision zone or the safetyzone, the release mechanism is activated.

As explained elsewhere herein, the actions performed by the releasemechanism upon activation may be different based on whether the aircraftis in collision zone or safety zone. For example, components may bereleased from the platform such that the components descend to earthunder gravity if the aircraft is in the collision zone. On the otherhand, if the aircraft is in the safety zone, the components may beseparated so as to remain attached to the platform by a line to providedistance between components and still allow functionality.

An embodiment disclosed herein relates to a rise rate control system forthe floating platform. For example, a typical national weather service(NWS) balloon system, as is well known, may include of a rubberextensible balloon filled with a lifting gas, a parachute tied to theballoon, a line extending down from the parachute and a radiosonde tiedto the end of that line. The radiosonde collects and transmits weatherrelated data down to a ground station as the balloon system risesthrough the atmosphere.

The NWS requires that weather balloons rise at a standard rate of about1,000 feet per minute. This is nearly impossible to maintain throughoutthe balloon's rise due to many factors including the variance withaltitude of the pressure and temperature of both the lifting gas and theambient air, the variance in the balloon material, the manufacturingprocess, and the physical change in the size of the balloon itself asthe balloon rises.

In addition, a significant number of NWS weather balloons do not obtainthe desired altitude of 100,000 feet because, among other reasons, theballoon expands significantly when obtaining the higher altitudes,becoming thin and many times bursting early for the reasons listedelsewhere herein. If the amount of gas could be reduced at the higheraltitudes, the chance of balloon burst would be decreased.

Some embodiments described herein utilize a rise rate control system tovent the lifting gas as needed to slow the balloon's ascent to no morethan 1,000 feet per minute. Additionally, by venting the lifting gas,the balloon size is reduced, increasing the probability of reaching thedesired 100,000-foot altitude without bursting.

In an embodiment, the rise rate control system may include a ventingmechanism attached to the neck of the balloon that can release liftinggas from the balloon, a vent actuator for opening and closing theventing mechanism, an altitude sensor for determining the altitude andrise rate of the balloon system, and a comparing mechanism or circuit tocontrol the vent actuator to cause the vent to release some lifting gaswhen the desired rise rate is greater than the desired value.

In one embodiment, a GPS unit provides the processor with rise rateinformation. The processor compares the current rise rate with thedesired rise rate stored in the processor's memory. For the NWS balloonsystems, the desired rise rate is 1,000 feet per minute. If the currentrise rate is higher than the desired rise rate, the processor directsthe actuator to open the vent until the desired rise rate is achieved.

Additionally, a ballast system containing a ballast container, ballast,and a ballast actuator could be added to the rise rate control system.The processor compares the current rise rate with a minimum desired riserate stored in the processor's memory. If the current rise rate is lowerthan the desired minimum rise rate, the processor, may activate theballast actuator to drop ballast until the rise rate increases to thedesired value.

In an embodiment, a device for ensuring compliance with aviationregulations includes a payload having separable component parts; and arelease mechanism configured to separate, upon activation, the componentparts and release from the payload such that a weight, density, and/orother physical attributes of each of the component parts is less than apredetermined value, wherein the payload is carried by a floatingplatform. The predetermined value for the weight and/or density of eachcomponent part is chosen to assure compliance with aviation regulations.

In an embodiment, the release mechanism is activated when the floatingplatform, while descending, is at a given height from the ground so asto prevent damage to ground based persons or property. In someembodiments, the release mechanism is activated automatically after acertain height is reached during descent. In other embodiments, theactivation of the release mechanism is dependent on the terrain at theground location of the floating platform. The terrain information may bestored on board the floating platform, or may be obtained by one or moresensors (e.g., SONAR, LIDAR, etc.) available on the floating platform.

Another embodiment describes a system adapted to ensure compliance withaviation regulations. The system may, in various embodiments, include apayload carried by a floating platform, wherein the payload comprises aseparable component parts; a release mechanism configured to separate,upon activation, the component parts and release from the payload suchthat a weight and/or density of each of the component parts is less thana predetermined value; and a controller configured to determine if acollision or a near-collision between the floating platform and anaircraft is imminent, wherein the controller, upon determination that acollision or a near-collision between the aircraft and the floatingplatform, activates the release mechanism.

In an embodiment, the controller receives input from a transponderdecoder determining the position and heading of an aircraft. Anotherembodiment includes a positioning system that provides the locationinformation related to the floating platform. In yet another embodiment,the controller is further configured to determine position and headingof the floating platform based on operating parameters of the floatingplatform such as, for example, the float position, float altitude, andwind velocities at the float position and altitude. In one or moreaspects, the system may be configured to determine that an aircraft iswithin a set distance (e.g. 5 miles), and heading toward the payload(within 10 degrees).

In an embodiment, a probability of an imminent collision ornear-collision between an aircraft and the floating platform iscalculated. If the probability is greater than a predeterminedthreshold, the release mechanism is activated such that the payload isseparated into component parts and released. The released componentparts may descend back to earth using one of various recoverymechanisms, e.g., a parachute.

In addition to a situation when there is a threat of collision ornear-collision with another aircraft, in some embodiments, the systemmay determine that it is optimal to terminate the flight of the floatingplatform or terminate (or pause) transmission from the floating platformcompletely. FIG. 8 schematically depicts the method of making floatingplatform flight termination decisions by a processor of the system.

In combination with an onboard power source 12 and GPS 14 (or othergeographic locator or tracking system), a processor 10 is provided toreceive position information and rate of change of position (velocity)information 14. The position information is compared to stored orprogrammed criteria information at 16, 18, 20, 22, 24, 26, 28 and 30, todetermine whether termination of radio transmission and/or terminationof flight should be implemented.

In an embodiment, in the context of the floating platform being in a USgoverned airspace, the following criteria based decisions are providedwith the processor 10:

as the platform moved or drifted outside of a certain geographic area?(See FIG. 8, at 16.)

The relevant boundaries may be frequency license borders set by the FCCas dictated by a regional or nationwide broadcasting license. The FCCprohibits transmitter operation outside such geographic borders.Additionally, a neighboring country may have restrictions on transmittedpower into their country from a foreign transmitter. For example, Mexicoprohibits transmit power levels above −99 dBm on certain frequenciesinto Mexico from the United States. These restrictions are not hard forterrestrial towers to comply with as the towers can install and adjustdirectional antennas once during installation and not have to adjustthem again thereafter. This is quite different for a free drifting highaltitude ballooncraft containing a transmitter as the position andaltitude may be constantly changing and may require the platform to stoptransmitting while still inside the United States, but within aprotective number of miles of the United States-Mexico border.Additionally, it may be desirable to take action if the floatingplatform drifts inside of or within a certain distance of a restrictedor undesirable area such as an area in which recovery is difficult or anarea in which aircraft are prohibited. Thus, it may be desirable toterminate flight and/or transmission if the platform moves into oroutside certain geographic areas. Is the platform moving outside ofboundaries that would significantly reduce the probability of recoveringthe platform? (See FIG. 8 at 18.)

As payloads costs may be significant, from $50 to $150 for a typicalweather service radiosonde, up to several hundreds of dollars for atransceiver platform, and up to many tens of thousands of dollars for ascientific payload, recovery may be important both financially and forenvironmental reasons. A platform may encounter strong winds especiallyin the jet stream as it descends from high altitudes. In order to keepthe platform from drifting out of the country on descent, artificialborders that take into account the winds during descent can be used.Also, boundaries of large bodies of water such as the great lakes, seasand oceans the crossing of which might hamper or prevent recovery of theplatform upon normal decent, may be taken into account for terminationof flight purposes. Has the platform fallen below or risen above a setaltitude range? (See FIG. 8 at 20)

Most scientific and weather balloons reach altitudes above 60,000 feet.The FAA regulates airspace below 60,000 feet and discourages freefloating craft or uncontrolled flight craft from loitering, especiallyin commercial air lanes, as they present a hazard to commercial planes.Current NWS weather balloons do not have the capability to terminate theflight if they start to hover below 60,000 feet. Even the large-scalescientific balloons may become errant and free drift below 60,000 feet.Is the platform velocity sufficient to create an unacceptably largedoppler shift in the transmission frequency? (See FIG. 8, at 22)

A ballooncraft traveling in the jet stream may reach speeds of over 180miles per hour. This creates a Doppler shift in the frequencies receivedon the ground. The FCC regulates the amount of total frequency driftallowed on transmissions. Doppler shift contributes to this totalfrequency drift and if great enough can cause the transmitter totransmit out of its allowed band. Therefore, it may be desirable thatthe payload be able to immediately stop transmitting past the speed atwhich the Doppler shift becomes too great. Does the platform fall rateindicate a balloon burst? (See FIG. 8, at 24.)

A fast fall rate indicates that the balloon has burst and that theplatform is falling. Transmission from the platform may need to beterminated in such a situation. Alternatively, a homing beacontransmission may be initiated. Is the platform rising too slowly duringascent? (See FIG. 8, at 26.)

This indicates that the gas enclosure of the floating platform isunder-filled or leaking. A slow rise rate may present a danger toaircraft by loitering excessively at one altitude particularly at analtitude in designated air lanes. Flight termination may be optimal insuch situations. Has the processor, the position finding equipment, orthe primary power failed? (See FIG. 8, at 28.)

A GPS, star tracker, or system power failure should initiate an on-boardtermination. The platform must be able to terminate without processorcontrol or power to prevent the platform from being lost without a traceand thereby, potentially pose hazard to commercial flights. Have commandand control communications been lost? (See FIG. 8, at 30.)

Without command and control from the ground, the payload should ceasetransmission and the flight should be terminated.

The systems and devices disclosed herein detect the foregoing conditionsby comparing current position, velocity, and operating conditions tostored, programmed or calculated criteria using an onboard processor orcontroller. The systems and devices utilize a GPS unit and a processorto determine the current platform's geographic coordinates andvelocities. A GPS unit or pressure sensor determines the platformaltitude. The processor algorithms will implement the complete set ofconditions listed above causing the ballast to be released at 34, thetransmitter to be shut off at 38 and the flight terminated at 36 upondetection of a stored, programmed or calculated termination criteria.Under conditions of a power loss or processor failure, the transmitterwill also be shut off at 38, and the flight will be terminated at 36.The methods and mechanisms for the termination actions are describedmore fully below.

A separate termination controller 11, which may be under separate power13 monitors the primary platform power at 32 and monitors processorfunctions at 30 to determine if the processor 10 is functioningproperly. Both the primary processor 10 and the separate terminationcontroller 11 have the ability to terminate transmissions, bydischarging the primary platform batteries at 38 and to terminate theflight by releasing the balloon or activating the release mechanismdisclosed herein at 36. The separate power source 13 may advantageouslycomprise a very small environmentally acceptable battery such as analkaline watch battery.

FIG. 9 depicts a schematic of a floating platform in communication witha ground station and/or other floating platforms. Floating platform 900a may communicate with ground station 950 and/or other floatingplatforms 900 b, 900 c, etc. In some embodiments, release mechanism(s)associated with floating platforms 900 a, 900 b, 900 c etc. may beactivated remotely via ground station 950 or any one or more of theother floating platforms. For example, in a use case scenario, there isa failure of the system for detecting aircraft on a particular platform,e.g., 900 a. In such a scenario, a ground station 950, or one of theother floating platforms may still be able to detect that an aircraft iswithin a safety zone or a collision zone associated with platform 900 a.Ground station 950, or one of the other floating platforms, e.g., 900 bmay be able to activate release mechanism(s) associated with platform900 a via a communication link. Communication between platform 900 a,and ground station 950 may also include other data transmission.

Another embodiment is implemented as a program product for implementingsystems and methods described herein. Some embodiments can take the formof an entirely hardware embodiment, an entirely software embodiment, oran embodiment containing both hardware and software elements. Oneembodiment is implemented in software, which includes but is not limitedto firmware, resident software, microcode, etc.

Furthermore, embodiments can take the form of a computer program product(or machine-accessible product) accessible from a computer-usable orcomputer-readable medium providing program code for use by or inconnection with a computer or any instruction execution system. For thepurposes of this description, a computer-usable or computer readablemedium can be any apparatus that can contain, store, communicate,propagate, or transport the program for use by or in connection with theinstruction execution system, apparatus, or device.

The medium can be an electronic, magnetic, optical, electromagnetic,infrared, or semiconductor system (or apparatus or device). Examples ofa computer-readable medium include a semiconductor or solid-statememory, magnetic tape, a removable computer diskette, a random accessmemory (RAM), a read-only memory (ROM), a rigid magnetic disk, and anoptical disk. Current examples of optical disks include compactdisk-read only memory (CD-ROM), compact disk-read/write (CD-R/W), andDVD.

A data processing system suitable for storing and/or executing programcode will include at least one processor coupled directly or indirectlyto memory elements through a system bus. The memory elements can includelocal memory employed during actual execution of the program code, bulkstorage, and cache memories which provide temporary storage of at leastsome program code in order to reduce the number of times code must beretrieved from bulk storage during execution.

The logic as described above may be part of the design for an integratedcircuit chip. The chip design is created in a graphical computerprogramming language, and stored in a computer storage medium (such as adisk, tape, physical hard drive, or virtual hard drive such as in astorage access network). If the designer does not fabricate chips or thephotolithographic masks used to fabricate chips, the designer transmitsthe resulting design by physical means (e.g., by providing a copy of thestorage medium storing the design) or electronically (e.g., through theInternet) to such entities, directly or indirectly. The stored design isthen converted into the appropriate format (e.g., GDSII) for thefabrication.

The resulting integrated circuit chips can be distributed by thefabricator in raw wafer form (that is, as a single wafer that hasmultiple unpackaged chips), as a bare die, or in a packaged form. In thelatter case, the chip is mounted in a single chip package (such as aplastic carrier, with leads that are affixed to a motherboard or otherhigher level carrier) or in a multichip package (such as a ceramiccarrier that has either or both surface interconnections or buriedinterconnections). In any case, the chip is then integrated with otherchips, discrete circuit elements, and/or other signal processing devicesas part of either (a) an intermediate product, such as a motherboard, or(b) an end product.

The foregoing detailed description has set forth various embodiments ofthe devices and/or processes by the use of diagrams, flowcharts, and/orexamples. Insofar as such diagrams, flowcharts, and/or examples containone or more functions and/or operations, it will be understood by thosewithin the art that each function and/or operation within such diagrams,flowcharts, or examples can be implemented, individually and/orcollectively, by a wide range of hardware, software, firmware, orvirtually any combination thereof.

Those skilled in the art will recognize that it is common within the artto describe devices and/or processes in the fashion set forth herein,and thereafter use engineering practices to integrate such describeddevices and/or processes into data processing systems. That is, at leasta portion of the devices and/or processes described herein can beintegrated into a data processing system via a reasonable amount ofexperimentation.

The herein described subject matter sometimes illustrates differentcomponents contained within, or connected with, different othercomponents. It is to be understood that such depicted architectures aremerely exemplary, and that in fact many other architectures can beimplemented which achieve the same functionality. In a conceptual sense,any arrangement of components to achieve the same functionality iseffectively “associated” such that the desired functionality isachieved. Hence, any two components herein combined to achieve aparticular functionality can be seen as “associated with” each othersuch that the desired functionality is achieved, irrespective ofarchitectures or intermediate components.

With respect to the use of substantially any plural and/or singularterms herein, those having skill in the art can translate from theplural to the singular and/or from the singular to the plural as isappropriate to the context and/or application. The varioussingular/plural permutations may be expressly set forth herein for sakeof clarity.

All references, including but not limited to patents, patentapplications, and non-patent literature are hereby incorporated byreference herein in their entirety.

While various aspects and embodiments have been disclosed herein, otheraspects and embodiments will be apparent to those skilled in the art.The various aspects and embodiments disclosed herein are for purposes ofillustration and are not intended to be limiting, with the true scopeand spirit being indicated by the following claims.

What is claimed is:
 1. A zone-based release mechanism, comprising: aprocessor to determine if an in-flight aircraft is within at least azone associated with a floating platform as a collision zone or a safetyzone; and a device operable to release a one or more component partsfrom the floating platform upon activation of the zone-based releasemechanism wherein the one or more component parts descend to earth undergravity if the in-flight aircraft is in the collision zone or the one ormore component parts is operable to be separated so as to remainattached to the floating platform by a one or more lines to providedistance between the one or more component parts that allowfunctionality of the one or more component parts if the in-flightaircraft is in the safety zone.
 2. The zone-based release mechanism ofclaim 1, wherein the zone is determined based on one or more of physicaldistances, time to closest of approach of the in-flight aircraft, andclosure rate of the in-flight aircraft.
 3. The zone-based releasemechanism of claim 2, wherein the collision zone excludes a volume ofspace directly below the floating platform configured such that arelease of the one or more component parts, while the in-flight aircraftis directly below and close to the floating platform, is prevented. 4.The zone-based release mechanism of claim 1, wherein the zone isoperable to be changed based on operating environment and factors suchas, time of a day, visual conditions, airspace type and populationdensity at a geolocation of the floating platform.
 5. The zone-basedrelease mechanism of claim 1, wherein the collision zone is a spacesurrounding the floating platform defining a volume wherein a risk ofcollision is high.
 6. The zone-based release mechanism of claim 5,wherein the risk of collision is determined based on a method for aprobability of collision between the in-flight aircraft and the floatingplatform, comprising: obtaining a current position and a flight vectorof the floating platform; obtaining a relative position of the in-flightaircraft relative to the current position of the floating platform; arelative flight—path vector of the in-flight aircraft relative to theflight vector of the floating platform; and determining the probabilityof collision between the in-flight aircraft and the floating platform;wherein the method is configured to determine the probability ofcollision based on the relative position of the in-flight aircraft andthe relative flight—path vector of the in-flight aircraft.
 7. Thezone-based release mechanism of claim 1, wherein the safety zone is avolume of airspace surrounding the collision zone defining an area wherecollision is not imminent, but increased safety precautions arerequired.
 8. The zone-based release mechanism of claim 1, wherein theone or more component parts remain connected to a payload or remainingof the one or more component parts after separation by the one or morelines wherein the one or more lines may include strings, wires, fiberoptic cables, tubing, etc. wherein lines may carry power, data, gases,rotary motion, vibration, etc. to allow continued full or partialoperation of the one or more component parts connected to the one ormore lines.
 9. The zone-based release mechanism of claim 1, wherein theone or more lines contain dereelers or rubber components to reduce shockupon full extension of the one or more lines wherein a line length andstrength may be set greater than a threshold, and/or to meet a regulatorrequirement.
 10. The zone-based release mechanism of claim 1, whereinone or more connectors may connect the one or more lines to the one ormore component parts or to other lines wherein such connectors may beadapted to transmit fluids, pressure, data, electrical power, lighte.g., connector for optic fiber cables, heat, rotary motion and so on.11. The zone-based release mechanism of claim 1, wherein one or moreconnectors may slide apart, have a pre-set pull-apart resistance, have aspring contact, or may be magnetically coupled.
 12. The zone-basedrelease mechanism of claim 1, wherein the zone-based release mechanismis operable to include at least one of an electrical connector, amagnetic connector, an electromagnetic connector, a pneumatic connector,and a hydraulic connector, wherein a connector of the zone-based releasemechanism is configured to uncouple upon activation.
 13. The zone-basedrelease mechanism of claim 1, wherein the zone-based release mechanismis configured to include at least one of a solenoid, a motorized drum, aspring loaded blade, a thermal cutter, an electrically releasable glue,a magnetically releasable fastener, and a chemically releasablefastener.
 14. The zone-based release mechanism of claim 1, wherein theone or more component parts are coupled using spring loaded connectorsor using a cord configured to be severed upon activation of thezone-based release mechanism.
 15. A system, comprising: a processorconfigured to determine an occurrence of a pre-determined event betweena floating platform and an aircraft; the floating platform comprising apayload comprising a releasably coupled one or more component parts,wherein the payload of the floating platform comprises a power supply, abattery, a ballast system, an antenna system, an electronic system, ahousing, or any combination thereof, wherein at least one of thereleasably coupled one or more component parts is coupled to a recoverysystem; a release mechanism comprising a device that is configured touncouple, upon activation, at least one of the releasably coupled one ormore component parts; and a controller configured to activate therelease mechanism in response to the occurrence of the pre-determinedevent; wherein at least one of the releasably coupled one or morecomponent parts has a weight or density less than a certain valuepermissible under an aviation guideline.
 16. The system of claim 15,wherein the pre-determined event include one or more of a commandreceived from a ground station in communication with the floatingplatform, a mission termination command, determination that the floatingplatform has entered a prohibited or restricted airspace anddetermination that the aircraft is within at least a safety zone or acollision zone relative to the floating platform.
 17. The system ofclaim 15, wherein the recovery system for released components to returnto earth is on parachutes and/or is by a homing beacon that broadcastsits position using GPS coordinates.
 18. The system of claim 15 or 16,wherein the release mechanism is operable to release the releasablycoupled one or more component parts from the floating platform uponactivation wherein the releasably coupled one or more component partsdescend to earth under gravity if the aircraft is in the collision zoneor the releasably coupled one or more component parts are configured tobe separated so as to remain attached to the floating platform by a oneor more lines to provide distance between the releasably coupled one ormore component parts that allow functionality if the aircraft is in thesafety zone.
 19. The system of claim 15, wherein the release mechanismis configured to include at least one of a connector, a solenoid, amotorized drum, a spring-loaded blade, a thermal cutter, an electricallyreleasable glue, a magnetically releasable fastener, and a chemicallyreleasable fastener; the connector comprising at least one of anelectrical connector, a magnetic connector, an electromagneticconnector, a pneumatic connector or a hydraulic connector, wherein theconnector of the release mechanism is configured to uncouple uponactivation of the release mechanism.
 20. The system of claim 15 or 18,wherein the release mechanism is configured to keep the releasablycoupled one or more component parts remain connected to the payload orother components after separation by the one or more lines wherein theone or more lines may include strings, wires, fiber optic cables,tubing, etc. wherein lines may carry power, data, gases, rotary motion,vibration, etc. to allow continued full or partial operation of thecomponent or components connected to the one or more lines.